Brake-valve.



W. K. RANKIN.

, BRAKE VALVE.

APPLICATION EILED AUG. 15, 190B. RENEWED AUG. 25, 1909.

953,349., Patented Mar; 29, 1910.

E fi E E31 Mincascs 17206721501. 4

A E .MnKIIQa (L n' W. K. RANKIN.

BRAKE VALVE.

APPLIOATION FILED AUG. 15, 1908. RENEWED AUG. 25, 1909.

Patented Mar. 29, 1910.

6 SI IEETSSHEET 2.

w E H l? E at Ga 9w va vv NW i %o 0 0 g air m n a. D J fl R Mfncsses;

Ton, v. v-

W. K. RANKIN.

1908. RENEWED AUG. 25, 1909.

w a T w m 9 E III! [Ill E It I! a E l M m M 6 m w H a VWl P 3 .Q

fnvcnfor.

Kan/(in. 3 ,J/ R

MW I 4. ..l. m

W. K. RANKIN.

BRAKE VALVE.

APPLICATION FILED AUG. 15, 1908. RENEWED AUG. 25, 1909.

Patented Mar. 29, 1910.

6 SHBETB-SHBET 4.

jnvemor. 71511.1(. flan/(in.

QM V i -r) ANDREW B4 GRAHAM co. FmTo-u'moennums WASHINGTON, n. c.

W. K. RANKIN.

BRAKE VALVE.

APPLIO AAAAAAAAAAA UGJ 1 5 1 9 08. EEEEE WED AUG. 222222 9.

Patented Mar. 29, 1910.

6 SHEETS-SHEET 5.

Mmm/ 'n.

W. K. RANKIN. BRAKE VALVE.

RENEWED AU Patented Mar. 29, 1910.

AEILIUATION FILE 953.349..

6 SHEETS-SHEET 6.

[five nfo r. KRan/(in.

STES

T no.

WILLIAM K. RANKIN, OF PHILADELPHIA, PENNSYLVANIA, ASSIGNOR TO JOHN E.REYBUBN, F PHILADELPHIA, PENNSYLVANIA.

BRAKE-VALVE.

Patented Mar. 29, 1910.

Application filed August 15, 1908, Serial No. 448,694. Renewed August25, 1909. Serial No. 514,604.

To all whom it may concern:

Be it known that I, WVILLIAM K. RANKIN, a citizen of the United States,residing at Philadelphia, in the county of Philadelphia and State ofPennsylvania, have invented certain new and useful Improvements inBrake-Valves, of which the following is a specification.

The object of my invention is the construction of a valve automatic inaction, with few and simple parts, with large wearing surfaces, and bythe use of large ports insure speedy application, and a quick release.By the employment of a diaphragm which is very sensitive to changes inpressures, the graduated applications and releases are easy andimmediately effective. Also, by the mechanism employed there is asimultaneous charging of the auxiliary reservoir at the time of therelease of the brake cylinder.

Figure 1 is a side elevation. Fig. 2 is a longitudinal-central section.Fig. 3 is a longitudinal-central section of the valve chamber. Fig. 4 isan end view of the valve chamber. Fig. 5 is a plan of the valve seat andguide. Fig. 6 is a section on line a a, Fig. 5. Fig. 7 is a section online b b Fig. 5. Fig. 8 is a plan of the piston controlled valve. Fig. 9is a section on line 0 c Fig. 8. Fig. 10 is a section on line (Z (Z Fig.8. Fig. 11 is a plan of the diaphragm controlled valve. Fig. 12 is asection on line 6 c Fig. 11. Fig. 13 is a section on line f f Fig. 11.Fig. 14 is a diagram of the parts in a position for a full release. Fig.15 is a section on line 9 Fig. 16 is a section on line it h. Fig. 17 isa diagram of the parts in a position for an emergency application. Fig.18 is a section on line cl 7 Fig. 19 is a section on line 70 70. Fig. 20is a diagram of the parts in position for total inaction before agraduated application. Fig. 21 is a section on line on m. Fig. 22 is asection on line a n. Fig. 23 is a diagram of the parts in a totalinaction before a position for a graduated release. Fig. 24 is a sectionon line 0 0. Fig. 25 is a section on line 29 p.

In a case 1 there is formed a circular piston chamber 2 having a bushing3, a cover 4, bolts 5 and a train pipe 6 adapted to communicate with theengineers valve. In chamber 2 there is a piston 7 with packing 8 and afollower 9. The movement of the piston is limited by an annular ring 10which abuts case 1, and oppositely by an annular ring 11 on cover 4.Within the piston there is secured a diaphragm 12, having a central stem13, passing through a hub 14 of the piston, and having collars 15, 16separated by a groove 17 The diaphragm is limited in movement byabutting hub 14, and in the opposite direction by collar 15 abutting thehub 14. Case 1 also contains a valve chamber 18 of rectangularformation, with a cover 19 and a pipe 20 adapted to communicate with anauxiliary reservoir. The valve chamber also has a passage 21 with a pipe22 adapted to communicate with a main reservoir, and a passage 23, witha pipe 24 adapted to communicate with a brake cylinder, and a passage 25opening to the atmosphere. Within chamber 18 there is secured a seat 26having guiding flanges 27, 28, a port 29 communicating with a mainreservoir, a port 30 communicating with the atmosphere and a port 31communicating with a brake cylinder. Mounted above seat- 26 and guidedthereon is a piston controlled valve 32 with guiding flanges 33, 34 andports 35, 36, 37, 38. Mounted above valve 32 and guided thereon is adiaphragm controlled valve 39 having a connection 40 to stem 13 andhaving ports 41, 42. Piston 7 has an arched projection 43 with lugs 44,45 which grasp the ends of flanges 33, 34 of valve 32 for its movementby piston 7. Springs 46 are mounted on projection 43 and bear againstthe top of chamber 18. In the diagrams the engineers valve is 47, themain reservoir is 48, the auxiliary reservoir is 49, and the brakecylinder is 50. Train pipe 6 and connections 20, 22, 24, 51 when shownin full lines are operative and when shown in broken lines areinoperative. The movement of the diaphragm is more sensitive than thepiston, owing to the piston being subject to greater friction. Thepiston is perforated as at 52 for the admission of pressure from thevalve chamber to the diaphragm.

53 represents the outlet from the engineers valve 47 to the atmosphereand 54 the handle to the engineers valve.

In diagram 14 the parts are in such positions that maximum pressure hasbeen stored in the main reservoir 48, and the train pipe 6, and thepassage opened through engineers valve 47 to piston 7 and diaphragm 12to move valves 32, 39 and open communication from pipe 22 to passage 21,through ports 29, 35, 41 as seen in Figs. 15, 16 and through chamber 18and pipe 20 to auxiliary reservoir 49; the piston 7 and diaphragm 12being then in normal balanced position, with equal pressure at eachside.

A graduated application is shown in diagrams 17, 20, where after themain reservoir 48 and the auxiliary reservoir 49 having been previouslyfully charged a moderate reduc tion of pressure in the train pipe 6 bythe manipulation of the engineers valve 47 will move the piston 7,diaphragm 12 and their valves 32, 39 to assume the positions shown inthe diagram, closing passage 21, ports 29, 35, 41, and opening passage23, ports 31, 38 for a free passage from auxiliary cylinder 49 throughpipe 20, chamber 18 and pipe 24 to brake cylinder 50. As this flowreduces the pressure in valve chamber 18 until it is less than in thetrain pipe it causes the diaphragm 12 to move and its valve 37 to coverports 31, 38 as seen in diagram 20, there being no movement of piston 7and its valve 32 owing to the greater friction upon the piston than uponthe diaphragm. Then by operating engineers valve 47, and cansing aslight reduction in pipe 6 which will move diaphragm 12 and its valve 39as in diagram 17 opening ports 31, 38 and permitting the flow ofpressure from auxiliary reservoir 49 to brake cylinder 50 which willproduce a slight reduction in valve chamber 18, causing the diaphragm 12and its valve 39 to assume the positions seen in diagram 20 and Figs.21, 22, closing ports 31, 38. By continued manipulations as aboveproducing slight reductions in the train pipe 6 pressure will finally beequalized between the auxiliary reservoir 49 and the brake cylinder 50.Assume the brake being applied by the equalization of the pressurebetween auxiliary reservoir 49 and brake cylinder 50 as seen in diagram17 and Figs. 18, 19; then, a graduated release being desired, the valve47 will be moved to connect reservoir 48 and train pipe 6 allowingpressure to force piston 7, diaphragm} 12 and their valves 26, 32 to thepositions seen in Figs. 14, 15, 16, then valve 47 connecting train pipe6 and reservoir pipe 51, will force piston 7 and diaphragm 12 topositions shown in diagram 26, when the pressure will flow from brakecylinder 50 through pipe 24, passage 23, ports 31, 37, 42, 36, 30 to theatmosphere, also from reservoir 48 through pipe 22, passage 21, ports29, 35, 41 to valve chamber 18 and pipe 20 to and charging auxiliarycylinder 49, the valve 47 then being put on lap position as in Fig. 23.The pressure in the valve chamber 18 will increase and force diaphragm12 and its valves 39 to the positions shown in Figs. 23, 24, 25, cuttingoff the flow of air pressure from main reservoir 48 through passage 21,ports 29, 35, 41, chamber 18 and pipe 20 to auxiliary reservoir 49 andalso retaining the pressure in the brake cylinder 50, by closing ports31, 37, 42, 36, 30. A still further reduction will be produced by arepetition of these movements, until, by a total recharge of pipe 6 anda consequent reduction of brake cylinder pressure a full release isaccomplished. Meantime the auxiliary reservoir 49 is being rechargedfrom main reservoir 48 as seen in Figs. 14, 15, 16.

I claim- 1. In a brake valve, a case having a chamber in communicationwith a train pipe, and a piston therein; a chamber in communication withan auxiliary reservoir; aseat therein having ports coinciding withconnections to a main reservoir, a brake cylinder and the atmosphere; avalve mounted upon and guided thereby for reciprocating movement, portstherethrough, and a connection from the valve to the piston and wherebythe valve is operative by pneumatic pressure.

2. In a brake valve, a case having a chamber in communication with atrain pipe, and a piston having a diaphragm therein; a second chamberseparated from the first named chamber by the piston and diaphragm; aconnection from the second chamber to an auxiliary reservoir; a seat inthe chamber, ports therethrough coinciding with connections in the caseto a main reservoir, a brake cylinder, and the atmosphere, and a pistoncontrolled valve on the seat; a diaphragm controlled valve mounted onthe piston controlled valve; a port therethrough to the chamber, and aport therein connecting with the ports in the piston controlled valve.

3. The combination of an engineers valve and a train pipe; a mainreservoir and a reservoir pipe; an auxiliary reservoir; a brakecylinde'; a valve case and connections to the main reservoir, theauxiliary reservoir and the brake cylinder; of a piston and a diaphragmoperative by pneumatic pressure, a valve controlled by the piston, avalve controlled by the diaphragm, and whereby in a graduatedapplication the piston and the diaphragm owing to a moderate reductionof the pressure in the train pipe and the piston chamber to less than inthe valve chamber move to cause their valves to open a passage from theauxiliary reservoir to the brake cylinder, causing a reduction ofpressure in the valve chamber and thereby auto matically moving thediaphragm and its valve to close the passage to the brake cylinder.

4. The combination of an engineers valve and a train pipe; a mainreservoir and a reservoir pipe; an auxiliary reservoir; a brakecylinder; a valve case and connections to the main reservoir, theauxiliary reservoir and the brake cylinder; of a piston and a diaphragmoperative by pneumatic pressure,

a valve controlled by the piston, a valve con.- trolled by thediaphragm, and whereby in an emergency application, by a suddenreduction of pressure in the train Jipe and the piston chamber, theexcess 0% pressurevin the valve chamber will force the piston anddiaphragm to move their valves to full communication from the auxiliaryreservoir to the brake cylinder.

5. The combination of an engineers valve and a train pipe; a mainreservoir and a reservoir pipe; an auxiliary reservoir; a brakecylinder; a valve case and connections to the main reservoir, theauxiliary reservoir and the brake cylinder; of a piston and a diaphragmoperative by pneumatic pressure, a valve controlled by the piston, avalve controlled by the diaphragm, whereby a graduated release is madeby the recharging of the train pipe and the introduction of sufficientpressure to move the piston and diaphragm and their valves to opencommunication from the brake cylinder to the atmosphere and thecommunication between the main and auxiliary reservoirs, which willcreate a pressure in the valve chamber to move the diaphragm and itsvalve to cut off communication between the brake cylinder and theatmosphere, and also between the reservoirs.

6. The combination of an engineers valve and a train pipe; a mainreservoir and a reservoir pipe; an auxiliary reservoir; a brakecylinder; a valve case and connections to the main reservoir, theauxiliary reservoir and the brake cylinder; of a piston and a diaphragmoperative by pneumatic pressure, a valve controlled by the piston, avalve con trolled by the diaphragm, whereby a full release is made bythe full charge of train pipe and piston and diaphragm and their valvesare forced to a position to open communication from the brake cylinderto the atmosphere, and from the main reservoir and the auxiliaryreservoir, causing an immediate-discharge of the brake cylinder and therecharging of the reservoir.

In testimony whereof I aflix my signature, in presence of two witnesses.

l/VILLIAM K. RANKIN.

lVitnesses RANSOM C. lVRIen'r, Lnwrs H; REDNER.

